Friction draft-rigging.



C. L. BUNDY &1. J. ACKER.

FRICTION DRAFT RIGGING.

APPLICATION FILED FEB. 27. I9I3.

Patented Jan. 2,1917.

2 SHEETS-SHEET l.

@Mayen/Wou C. L. BUNDY e 1. j. ACKER.

FmcTloN DRAFT HIGGINS.

APPLICATION FILED FEB. 2; |913.

Patented Jan. 2,1917.

2 SHEETS-SHEET 2- mlm,

@OOO OOOO OGOO w: Nomz's Fern: cu., mmm umu l WA sumaron, uv c WEEE@ STATE@ @FFQE CYRUS L. BUNDY, OF EAST GRANGE, NEW JERSEY, AND JULIUS J. ACKER, 0F HORTON, KANSAS.

FRICTION DRAFT-RIGGING.

Application led February 27, 1913.

To all whom t may concern:

Be it known that we, CYRUs L. BUNDY and JULIUs J. Acnur, citizens of the United States of America, and residing, respectively, in East Orange, county of Essex, State ofV New Jersey, and in Horton, county of Brown, and State of Kansas, have invented certain new and useful improvements in Friction Draft-Rigging; and we do hereby declare the following to be a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming a part of this speciiication, and to the letters of reference marked thereon.

rlhis invention relates to improvements in apparatus for augmenting the yielding resistance and reducing the recoil of springs by means of friction elements movable upon each other in unison with the spring compression or expansion, the invention being particularly though not exclusively adapted for use in railway car constructionI and especially in the draft and buifing mechanism thereof.

Among the objects of this invention is to produce a rigging possessing increased frictional resistance to butiing or pulling action, which is' accomplished by increasing the number of contacting surfaces and thereby the effectiveness of the friction elements of such devices. The number of frictional sur faces has been increased by our invention by reasonx of various details of construction and operation, fully described hereinafter in connection with the accompanying drawings.

It has also been an object of the invention to improve upon the durability and simplicity of old forms of riggings andl to produce a rigging possessing superior mechanie cal and practical characteristics and one capable of being producedy at a price not prohibiting its adoption into practical use. Superior durability has been provided for in this improved rigging in part by inclosing the greater portion of therigging, including the springs, within a casing which completely surrounds them and protects them from the elements. This inclosing casing is of novel construction, being composed of two parts iitting end to end in use but separable forfacilitating vassembling and dis-assembling of the parts ofthe rigging and of such construction as to insure the casing, as well specification of Letters raient.

Patented Jan. 2, 1917.

Serial o. 751,058.

asother parts, returning to normal position after dislocation.

rlhel invention further consists in certain novel details of construction and combinations and arrangements of parts, all as will be new described and pointed out particularly in the appended claims.

Referring to the accompanying drawings, Figure l is a half section and half plane view ofv a'preferred form of a draft and bufing rigging for railway cars embodying the present improvements. Fig. 2 is a central vertical longitudinal section of the rigging. F ig. 3 is a right end elevation of the rigging, as shown in Fig. l, but omitting the elements of the car frame limiting brackets carried thereby, parts being broken away in places to show others beneath. F ig. 4 is a transverse vertical section of the rigging proper taken on line A-B, Fig. 2.

Reference character l of the drawings indicates a draw bar for railway cars pro`- vided with the usual yoke 2 for working over the rigging proper of a oar.

3, 3 are two longitudinal members of the oar frame between which and the draw bar our rigging is operably interposed.

t is a transverse member of the car frame to which is bolted a bracket 5 carrying a combination guide and support for the free end of the draw bar, the features of which are not germane to kour present invention.-

The yoke 2 of the draw bar is supported at its other end by a plate G carried by the longitudinaly members 8 and extending between them below the yoke. A plate 7 is similarly mounted to extend above the yoke and to prevent undue lupward movement of the latter.

Mounted within the yoke 2 and between the longitudinal members 3 to be held from undueI vertical movement by the former and undue sidewise movement by the latter is the draft rigging' proper wherein resides our invention. This is limited in one direction of movementvrelative to the car frame by vertical brackets S carried by the longitudinal members 3 on their inner sides and in the opposite direction by vertical brackets 9 similarly supportedat the other end of the rigging. Follower blocks l0v and ll are mounted within the yoke 2 atits opposite ends, the back of the former normally resting against the1 brackets 8 and the end ofv the draw bar proper andthe back of the latter normally resting against the brackets 9 and the inside of the closed end of theV yoke. Y

A two part rigging casing is mountedbetween the follower blocks, these parts 12 and 13 being similar and of rectangular cross section within and without save at their opposite ends where two opposing sides are provided with transversely extending wedge shaped internal projections 14 with outer and inner inclined surfaces 15 and 16 respectively, the-se projections being formed in the embodiment shown by pressing the metal of the casing inwardly at these points, suchoperation leaving depressions in the exterior of the casing as shown. A pair of i the interior of the casing between the projections 14 and inclined back portions V20 at each end Vat such an angle as to lit the inner sides 16 of the projections 14. The caps 18 are in general of U shaped cross section and Y are provided with curved transverse webs 21 on their under sides which with the sides of the caps define cavities 22 in the under sides of the latter in which the, ends of the springs 17 are located-and in conjunction with the ends of the caps and longitudinal webs 28 connecting them with the transverse webs 21 smaller cavities 24.

The spring caps 18are of substantially the same length as the casing formed by the parts 12 and 13 positioned endtol end as shown andl their length is somewhat less than the maximum distance between the follower blocks 10 and 11. By reason of the inclined surfaces 20 at the ends of the spring caps extending to substantially the end of thecasing and beyond the tips of the projections 14 inside the casing, there exists between the `outermost portions of these snrfaces 20 and the outer inclines 15 of the projections 14 of the casing, transverse wedge shaped recesses 25. Working in these recesses are wedge shaped blocks 26, the bases of which slidably contact with the adjacent follower blocks 10 and 11 and are capable of movement thereon toward and from the axis of the rigging. j y

The size and relationship of the'various parts of the rigging are such that when the latter is |in normal condition with the backs of the spring caps engaging the interior of the casing, the wedge blocks 26 are held against their respective follower blocks and the latter against their brackets 8 and 9,

the tension lof' the springs 17 retaining the parts in this condition and always tending to restore the rigging to this condition whenever such condition has-been disturbed.' Of

.f course a movement of the follower 10 toward the followerA 11 likewise causes a longitudi- /nalrmovement of thecasing 12-13 and resistance members 18 toward said follower 11, and vice versa. L V

In operation either a pull on the draw bar 1 or a push of the Car frame toward the left in Figs. 1 and 2 results inthe follower block llmovingtoward theblock 10, Vthe latter, in the first case being held from movement by the brackets 8 on the carV frame, andV in the second case,'.beingpre vented from movement by its engagement with theV relatively stationary enlarged head of the'draw barproper.v `lneither of these operations, movement of the follower block 11 carries with it its wedge shaped `blocks 26 and these, by reason of their engageV ment in the recesses 25between the casing and the spring caps, carry the spring caps with themtoward the other follower block, and in conjunction with :the wedge shaped blocks 24 at the other end of the casing causes the spring caps to be moved toward each other. rlhis approaching movement of the follower blocks'is thus'seen to be Iin* opposition to the springs 17 and the friction of the contacting surfaces 2015 with the wedge blocks 26 and their follower blocks.

rEhe inclined surfaces 16 of the casing and This relieves the partsA from strains due to unequal inertia. `1n reverse operations resulting from either a push to the right on the draw bar or a pull to the left 0f the car frame, similar operations result except that in such operations the follower block 11 is the stationary one, being held so in the first instance by the brackets 9 on the car frame, and in the second instance by engaging the inside of the closed end of the' relatively stationary yoke. In the first instance the follower block 10 ismoved toward the follower block 11 by engagement with the end of the draw'bar proper, while in the second instance the block 10 is moved toward the block 11 by the bracket 8 moving toward the right with the car frame.

In all of these operations, whetherrbuiiing or pulling the yielding resistance ofthe springs 17 is augmented by reason of the various vcontacting frictional surfaces and these frictional surfaces also serve to reduce the recoil of the springs after they have been put under tension by pulling or butling strains. By our novel arrangement of frictional surfaces we have greatly increased iro leok

the frictional resistance of the rigging and in a way too, that does not subject the elements of the rigging to liability of becoming stuck so as to not return freely to normal position under the tension of the springs. The casing 12-13, as before stated, is movable longitudinally and not only acts as one of the friction means but also serves to limit the compression upon the resistance members during severe bufng or pulling operations. The casing, however, is preferably made in two sections for ease in the assembling and dis-assembling operations. t will therefore be apparent from the above description taken in connection with theA accompanying drawings that the number of elements in our device as compared with, the amount of friction surfaces obtained has been reduced to the minimum.

lVhile we have described an embodiment of our inv-ention well adapted for use yin connection with railway cars, we do not wish to be understood as limiting our protection to such use, nor do we mean to limit our protection to the details of the embodiment shown except as necessitated by the prior art.

Having thus described our invention, what we claim as new and desire to secure by Letters Patent is,-

l. A draft or buffer rigging, comprising a casing having at its opposite ends opposed internal projections provided with oblique friction faces, spring caps normally lying in the spaces intermediate said projections, springs conlined therebetween, whereby the caps are held in said normal positions, oblique extensions on the caps coperating with the aforesaid friction faces to form wedge shaped recesses, wedges lying in the recesses and follower blocks bearing against the bases of the wedges, said blocks being arranged to approach each other when the rigging sustains a draft or bufllng strain, causing the wedges to force the caps from their normal positions in opposition to the springs, the wedges simultaneously sliding transversely on the blocks.

'2.A draft or buffer rigging, comprising a longitudinally movable casing having friction faces, longitudinally movable transversely yielding resistance members within the casing, the casing and resistance members being normally centered but capable of longitudinal movement with reference to each other, the resistance members having friction faces which cooperate with the friction faces of the casing to form wedge shaped recesses, wedge blocks in the recesses, follower blocks bearing against the bases of the wedges and arranged to move toward each other during bulfing and pulling strains and force the wedges deeper into the recesses, thereby moving the resistance members transversely in spite of their resistance and simultaneously moving the casing A draft or buffer rigging, comprising 'follower blocks, yieldingly separated transversely movable resistance members between the follower blocks having inwardly tapered ends, friction elements engaging a portion of the inwardly tapered ends of the transversely movable members and also the follower blocks, and a casing having internal projections at its ends, a portion of which normally engages the tapered ends of the transversely movable resistance members and another portion of which engagesthe friction elements.

ll. A draft or buffer rigging, comprising a casing having inclined friction faces, transversely movable yielding resistance members having corresponding friction faces inclined oppositely from the inclination of the aforesaid faces, said casing and members provided with coperating surfaces for retaining the same normally in a xed relation to each other, wedge blocks interposed between the inclined faces of the casing, and the inclined faces of the resistance members, and a pressure transmitting member having friction faces coperating with said wedge blocks.

5. In a device of the class described, the combination of two separated elements; a pair of follower blocls, one prevented from movement in one direction relative to said elements and the other prevented in the opposite direction relative thereto; transversely acting yielding means mounted between the follower blocks; longitudinally extending caps for the yielding means having inclined surfaces; pairs of elements having angularly disposed surfaces to frictionally engage the surfaces of the adjacent follower block and the inclined surfaces on the longitudinally extending caps; and a casing surrounding the caps and having inclined surfaces to also frictionally engage the pairs of elements and coperate with the yielding means and the other coacting surfaces to yieldingly and frictionally resist approaching movement of the follower blocks.

6. In a device of the class described, the combination of draft sills; stop lugs; follower blocks; a draw bar; a yoke member, the said yoke member surrounding the follower blocls, and being connected to the draw bar, said blocks being movable in one and relative opposite directions; a transversely acting spring between the follower blocks; transversely movable members yieldingly held separated by the spring and having inclined external end surfaces; a casing surrounding the transversely movable members and having internal inclined surfaces at its ends coperating with the inclined surfaces on-the transversely movable members to form 'wedge shaped recesses between the ends of the transversely movable members and the ends of the casing when theformei.1 are separated by the springs; and wedge shapedV friction elements working in the wedge shaped recesses and slidably engaging the follower blocks adapted to vseparate the transversely movable members from the casing against the tension of the spring when the follower blocks are caused to approach each other and to also resist such vapproaching' movement of the follower blocks by friction with the inclined surfaces of the casing, and transversely movable members, and with the follower blocks relative to which they are moved transversely by the inclined surfaces on the casing. n

7. ln a device of the class described, the combination of a draw bar; a car frame; follower blocks connected with the draw bar and frame; transversely acting springs between the follower blocks; longitudinally arranged caps for the springs having fric- Copes of this patent may be obtained for tion surfaces on their ends; a longitudinally movable casing surrounding the'caps having internal inclined surfaces parallel with the inclined surfaces of the caps to position the caps and easing in proper longitudinal relationship when the caps are separated by their springs,` and `other inclined surfaces at an angle to the inclined surfaces ofthe caps; and friction elements having friction surfaces coacting with those of the spring if caps, the last mentioned ones in the casing and the inside of the follower blocks, whereby frictional resistance is oered tothe compression of the springs and t0 their recoil 'five @ents each, Vby addlsng the Commissioner of Patents Washington, IL C. y Y 

